Fluid-pressure brake



May 6 1924. 1,492,764

. J. W. SUMNER ET ALA FLUID PRESSURE BRAKE Filed June '7. 1925 2 Sheets-Sheet 1 Mffw - @Trop/v5 as May 6, 1924. 1,492,764 l J. w. SUMNER ET Al.

FLUID PRESSURE BRAKE lil/1 y by /N VEN TOES- VV. 5am/7er* 4 6'. Rayburn #W7-Nass: i vrroefve-Ys atented May 6,y 1924.A

LUNITED smTras .TAKES W. SUMNERAND ALBEN G. RAYBURN, LOS ANGELES, CALIFORNIA, 'AS

,PATENT oFFicr..

SIGNORS T0 EMORY WINSHIP, 0F SAN FRANCISCO, CAIILIIE'ORNIA.r

i Application led .Tune 7,

moving element connected to a jrotating axle. More particularly the invention is concerned with a iulid\pressure brake in which the extent of operation of the brakes may be manually controlled. Fluid pres- Sure brakes 6nd one of their most important uses in connectionv with part-s. whichV are relatively bodily movable with respect to the part on which the brake actuating meansare mounted, such as-the front or dirigble wheels of automobiles and motor trucks and the wheels of trailers. In these instances the 'actuating `means or controlling means is necessarily arranged on the frame of the automobile or tractor. Io apply a lever system for the transmission of the braking force to the brake drums of the front wheels or the trailer involves necessarily a highlyr complex mechanical ar rangement which is entirely -obviated by the use of fluid pressure. For supplying the fluid pressure, it is merely necessary to provide a sufliciently iexible conduit to take care of whatever relative movement that ma ,occur between the parts. J

t is oneof the objects of our invention to improvein general the construction and operation of such brakes, so that they may be reliable in service and simple to operate.

It is another object of our invention to makeit possible to produce the necessaryl fluid pressure by the aid of a power cylinder and piston which is manually controlled. In this connection it is a further object of l our invention to utilize the effect ofthe vacuum createdv in the intake of an internal combustion engine serying to drive a` ve hicle, for -operating this `power` cylinderJ for forcing the fluid to the desired points.

A Itis still another object of our invention to rovide a braking system in which liquid. suc as oilunder pressure isA used, and in which the extent of application ofl the brakes may be Y nicely controlledA by derLUID-Pnnssuan Bnxn.

1923. Serial N0. 643,876.

termining the extent of movement of the piston in the vacuum cylinder, which serves .as the source of power to produce the liquid pressure. Our invention possesses other advantageous features, some of which, with the foregoing, will be set forth atflength inthe following description, where we shall outline in full that form of the invention which Figure 1 is a dlagrammatic view, mainly in section, of a braking systemembodying r our invention;

F1 re 2 1s a diagrammatic vlew of a brake 'that may used with the system oi? Fig.,1;

Figure 3 is a detail sectional view, taken along the plane 3-3 of Fig. 1;

Figure 4 is a sectional detail view of a i valve utilized in the system of F1 1;

Figure 5 is a view similarto lgig. 1, but illustrating the positionof the parts y,when the brakes are set to some extent; o

Figure 6 is a sectional view along plane 6 6 of. Fig. 1, and illustrates the manual controlli 'devicesused in the system; and Figure `is a sectional view of a` portion of a modifi d form of our invention.

The bra es, of which there may be the desired number, may be constructed in any appropriate manner so as to be operated by liquid under pressure. In the present instance, there is illustrated, in Figs. 1 and 2,

vrotatably mounted on the vhead of ldrinn 11.

These cains may conveniently be made in the form Vof a fiat bar interposed vbetween opposed surfaces 15 of the shoes 12, as most clearly illustrated in Fig. 2. It is'evident that the springs 14 have a tendency to keep the cams 16 in such a position that their smallest dimension only separates these surfaces. Upon rotating these cams however, the surfaces 15 become further separated, and the 'brakes are set, the extent of separation determining the braking force which is exerted.

The manner in which fiuid or liquid pressure may be utilized to eect rotation of cams 17 is illustrated in Fig. 1, in which there are shown the lever arms 18y keyed or otherwise fastened tothe rods 17. A fluid pressure cylinder 19 and its piston 20 are connected to these arms in such a way that the introduction of a fluid under pressure within the cylinder 19, as by the aid of conduit 21, causes rotation of levers 18. For this purpose the arrangement may conveniently take the form illustrated in Fig. 1, in which the piston 2G is mechanically pivoted as by the aid of the eye 22, to one of the levers 18, while the cylinder 19 is similarly attached to the other arm 18. The view in Fig. is taken from the opposite side of drum 11, as compared with Fig. 2. It' is evident that movement of the cylinder and piston outwardly relative to each other, in

h response to the exertion of a fluid pressure in the cylinder, causes the arms 18 to rotate the cams 17.

The conduit 21 which supplies fluid such as oil under pressure to cylinder 19 represents but one4 of several such conduits all 4communicating with cylinders similar to cylinder 19,v and all arranged to be supplied simultaneously with fluid under pressure. In order to indicate this feature on the drawings without unnecessary repetition, a connectlon 23 leading to the same source as conduit 21, is shown. This connection may be used to operate a brakesuch as just described. Other additional branched off conduits may also be utilized. Ordinarily four braking cy inders, one for each Wheel of the vehicle are all that is required. Since these conduits,A 21 or 23 may be made of flexible material, therey is no difliculty in applying the brakes on the front wheels of an automobile by lproper conduit connection thereto, or in fact to one or more trailers that may be connected to the controlling vehicle by a drawbar.

The means for forcing fluid under pressure intol the brake cylinders 1,9 through such conduits as 21 and 23, is preferably a piston and cylinder arrangement.' The cylinder 24, provided with a piston 25, shown ,diagrammatically in Fig. 1, 'may perform this function, and for this purpose oil 26 is -supplied to the cylinder chamber between the active end of piston 25 andthe head 27 of the cylinder. A port 28 in the cylinder wall provides a passageway' from the linterior of the cylinder to the conduits 21, 23, etc., in a manner to be later described. VA tank 29 serving as an oil reservoir, connects to the cylinder 24 by ai`d of a port 3Q. This tank serves to replenish the oil in the cylinder 24 in case any should be lost by leakage or otherwise. The port 30 is so located that communication between the reservoir 29 and the cylinder 24 is effected only when the brakes are in the released position shown in Fig. 1, and with the piston 25 in a position farthest from the cooperating head 27 of the cylinder. i

With this invention it is possible to determine, on the part of the operator, how far the piston 25 may be forced toward the head 27, and thus also the pressure that is produced by the oil in the brake cylinders 19. The operator by controlling the mechanism that applies force to this piston also causes a limit to be set to the axial movement thereof relative to the cylinder 24. To this end, we preferably arrange matters in such a way that the port opening 28 is controlled by the movement of the piston 25 therein; in other words, this port may be closed by the-piston itself at a predetermined point of its axial travel in the cylinder 24. When the port is thus closed by the piston 25, the oil or other liquid in the brake cylinders 19 is held under pressure; and such conditions may be maintained until the operator performs a controlling function either to cause the brakes to be released, or to apply them with greater force.

To secure this mode of operation, the piston 25 is provided with ports'or passageways for conducting the oil 26 from the cylinder 24 to the brake cylinders 19 by way of port 28. One of these ports is the axial passageway 31y extending from the active end of piston 25 to an interior point thereof. Communicating with this port or passageway are a pair of substantially radial openings 32 and 33 which in turn communi-l cate with grooves 34and -35' cut in the periphery of the piston 25 and describinga substantially helical path thereon. The distance between the two grooves 34N and 35 measured in a direction parallel to the axis of the piston 25 is substantially equal to the port opening 28. Furthermore the piston 25 is of course rotatable about its axis, and by e1, a2 and 3a Let us assume that the piston 25 is in its extreme right hand position, as illustrated in Fig. l, and that for this position the port 28 4falls centrally between the two grooves 34 and 35 near their extremities. For this condition also let us assume that oil fills the llO cylinders 19 and the conduits 21, 23, etc., completely, but is not under pressure, although this trapped oil is out of communication with thecylinder 24 for the port positions shown. Now if a force be ap lied to the piston tending to urge it to the eft, no appreciable movement of the piston would result, since there is no means of escape for the oil 26 which is trapped in the cyllnder. In order that such a force may be rendered active, it is necessary to rotate the piston 25 a slight amount so as to put port 28 into Acommunication with the passageways 31, 32 and 33 by way of one of the grooves 34, 35.-

Should the piston 25 be rotated in a clock- Wise direction 'as viewed from the right hand side of Fig. 1, thegroove 34 will be brought into communication with port 28. When this -occurs the force tending to urge piston 25 to the left becomes active, some of the oil ,26 being forced out into the conduits 21, 23, etc., and a braking force is thereby applied. The 'axial movement of the `piston 25 con.- tinues to the left until the groove 34 has passed just beyond the port 28. -To produce further movement of the piston in this direction `for applying more liquid pressure to the brakes, a further clockwise rotation of piston 25 is necessary. By gradually rotating the piston, therefore, it is possible to cause a corresponding axial movement thereof. In other words, the axial movement of the piston is a function of its rotational movement. Ordinarily to apply the brakes therefore to any desired extent, and assuming that the force tendin to move the piston axially to the left is a ways available, it is merely necessary to rotate the. pistonto the desired extent for accomplishing this purpose. Since the force urging the piston to the left causes it to move substantially immediately upon communication being'established between the groove 34 and the port 28, it will be seen that what actually happens is a smooth helical motion described by the piston, similar to that described by a screw as it is turned in 'a threaded aperture.

In Fig. 5 an intermediate position of the piston 25 within the cylinder 24 is illus trated. Here the port 28 has just passed away from communication with an intermediate portion of groove 34, the piston 25 having been rotated throu h about one half of its maximum Van lar reedom of movement. The oil in e brake cylinders 19 is thus under intermediate pressure. To' in` crease the pressure, the iston 25 is rotated still `further in a clockwlse direction toany desired extent, and the piston moves to a correspondin extent to the left and-forces more oil to therake cylinders. f

The groove 35 and the passagewa 33 is rovided to permit release of the brakes.

or this purpose the direction of the force tending to move the piston 25axially must be reversed'. In other words, a force tending to move the piston to the right must be used.A Assuming that the position of the mechanism is that shown in Fig. 5, the brakes may then be gradually released by rotating the piston 25 ina counter-clockwise direction, or thatl opposite t the direction for applying the brakes. A slight rotation of piston 25 will serve to bring groove 35 into communication with port 28, and escape of oil back into cylinder 24 follows, until the resultant axial movement of piston 25 to the right interrupts the communication.u When this happens the piston is maintained in this position,-.until rotation thereof in .one or the other direction serves to place either of grooves 34 or 35 into communication with port 28.

The provisionof'separate grooves 34 and 35 for the application and release of the brakes is essential so that the opposite directions of rotational movement of. piston k25 may have opposite controlling effects upon the system. Furthermore itis advantageous so to arrange the manual control that the usual brake pedal may be used, whereby depression thereof causes application of the brakes, and the release thereof causes a release ofthe brakes, the extent of application and release being dependent upon the posi tion of the pedal. In Figs. 1 and 6 one form of mechanism is dia rammatically illustrated whereby these e ectsa're obtained. In addition the pedal arrangement, is caused to control the force that tends to move the -piston 25 axially.'

In the present arrangement, this axial force is transmitted by the aid of a piston rod 36, ywhich is shown asy directly connected to a piston 37 disposed' in a cylinder 38. This piston-'37 is arranged to be actuated by differences in air pressure on its opposed faces. The right exposed to atmospheric pressure, there being a vent 39 inthe right handside of the cylinand face is constantly der for this purpose. i A spring 40 urges the tion source thatreduces the air pressure on this side. The result is that the preponderance of pressure on the right hand sidev of piston 3.7 may be made largeenough to compress the spring and cause movement of the pistons tothe left. The suction source in thel present instance may conveniently be the intake manifold of the internal ombustion engine, which serves to drive the vehicle. To effect communication between the intake manifold and lthis cylinder 38, a valve 41 is provided, located in the conduit 42, which is made preferably of iiexible material for a purpose that will be described, hereinafter. This valve is illustrated most clearly in Fig. 4, and although it may take many equivalent forms, it is arranged so that for one position it'serves to connect the cylinder 38 with the ,intake manifo1d,and in another position, to

atmosphere. In the position shown the ro-A tatable portion 43 of the valve is in such a 4position that the vacuum cylinder 38is connected by aid of ports 44 and 45, with the atmosphere. Upon a slight rotation of valve member 43 in a counter clockwise direction, the port 45 moves out of alinement with stationary ort 46 communicating to atmosphere. t the same time/another port 47 also in communication with the port 44,

' difference of pressure may be used to move the piston 37 in either direction. Such a scheme is illustrated diagrammatically in Fig. 7, in which a cylinder 64 has two port conduits 65 and 66 on opposite sides of the piston 37. Either of these conduits may be connected to thetintake manifold, while the other will be connected to atmosphere. For this purpose aslightly modied form of control valve 67 is used. In this valve the movable member 68 forms connecting passagcways 69 and 70,.which in the position shown,I serves to connect conduitJ65 to atmosphere, and conduit 66 to the intake manifold. For this condition the piston will be urged toward the right by the excess of pressure in the left handside of the cylinder. Rotation of the member 68 through a definite angle will serve to reverse these condif tions.

The pedal 50, similar in appearance to the conventionalautomobile brake pedal, may be conveniently utilized for operating the valve 41 or 67, as well as for rotating the piston 25 to determine .its extent of movement. For this purpose a bearing standard 51 is provided, whichv has lugs 52 attached to it in any appropriate manner for rotatably supporting the hollow hub 53 of the pedal 50, at each end. This hub clears the piston rod 36 so that it may readily slide in an axial direction sition of the piston.

relatively to f the edal. Splined to the 1rod is a lever mem r 54 which has a lost motion connection with the pedal 50. Inthe present instance this lost motio-n connection is illustrated as a slot and pin arrangement, the pin 55 being carried by the pedal, and the slot 56 being formed in a lug 57 carried by the arm 54. By the aid of this lost motion connection between the pedal 50 and the piston 25, the initial movement of the pedal may be utilized to control the valve 41 or 67 Without affecting the angular po- In other words, the piston 25 is not rotated angularly about its axis by movement of the pedal 5() until after aforce is initiated in the power or vacuum cylinder 38 or 64 of the proper direction for moving the piston 25 axially.

There is a mechanical connection, there' fore, between the' pedal 50 and the lever 49 of the valve 41 or 67, which 'is so arranged that only the initial reversing movement of the pedal 50 is 'used for actuating the valve. For this purpose the valve 41 .or 67 is carried by the arm or lever 54, as shown most clearly in Fig. 6', and there is a rod 58 which connects the arm 49 with the pedal 50. Therefore, while there is relative rotation between arm 54 and pedal 50, the rod 58 operates to operate thevalve 41 or 67 but as soon the the pin 55 reaches the extremity of the slot 56 there is no further relative movement between the pedal and this arm,- and the pedal, arm and valve rotate as a unit. In order to make sure that thevalve 41 or v67 will be operated before the arm 54 moves, there is provided an arrangement for frictionally "maintaining this arm against movement until such time as pin 55 contacts with the end of slot 56'. For this purpose the arm 54 is providedwith a friction surface 59 concentric with its hub and urged into frictional contact with a stationary part of the mechanism, such as the lug 52. A spring 60 supplies the force for urging this surface toward the face of the lug. The

usual tension spring'61 may also be provided for pulling the pedal50 to the re-k The operation of the Vcontrol pedal 50 i may now be described. Let us assumethat the pistons' 25 andv37 are in the yposition of Fig. 1, with the pedal 50 in its released position of Fig. 6. The brakes are then also in the released position. Depression of pedal 50 in the direction of arrow 63 at rst rotates the valve member 43 from the position shown inFig. 4 to that in which ports 47 and 48 are in alinement. The passageway 'from the intake manifold tothe cylinder 38 is thus unimpeded, and a force is created tending to urge the piston 37, as

use

well as the rod 36 and piston 25, to the left. No Vsuch movement, however, can take place until pin 55 strikes the right hand edge of slot 56; then upon further movement ofthe pedal 50, the arm`54 and its associated parts move in unison with the pedal. The rod 36 is thus rotated in a clockwise direction, and groove 34 is ,brought into registry with port 28. The piston 25 now moves to the left, and continues to do so until it covers Athe port 28. The position of the parts is now somewhat like that illustrated in Fig. 5. If the pedal 50 be further depressed, the piston 25 will move further to the left, and the force necessary to do this will be provided by the cylinder 38, since the valve 41 will still be in a position to connect the intake manifold to the cylinder.

Now if it be desired to release the' brakes partially or entirely, the pedal 50 is permittedto move in a counter-clockwise direction. The first part of this movement, due to the slot and pin connection, will serve to move the valve 41 to the position of Fig. 4, and both sides of cylinder 38 will be open to atmosphere. The spring 40 will now tend to urge the piston 37, rod 36, and piston 25 to the right, but these parts will not move `-until the pedal has rotated far enough to bring the pin 55 into contact with the end of the slot 56, as shown in Fig. 6. Further movement of the pedal in a counterclockwise direction will serve to rotate the piston 25, and groove 35 will be placed into communication with port 28. Release of. the brakes cannow take place, the iston'25 receding to the right.` If the peda 50 be allowed to come back all the way to the position of Figs. 1 and 6, the brakes will'be entirely released.

From the foregoing description it is evident that the control of the amount of braking is a comparatively simple matter, and may be accomplished by simply depressing thepedal 50 to any desired extent, as in orrdinary manual braking. 4, y Y

We claim:

1. In a fluid ressure brake for vehicles, a brake cylinder or operating the brakes, and means for supplying uid under pressure to said brake cylinder, comprising a cylinder adapted to contain the fluid medium, .apiston in said cylinder, said piston and cylinder having cooperating ports or transmitting the uid to and from the brake cylinder, whereby axial movement of the piston in the cylinder serves to operate the ports, and means for urging the piston 1n an axial direction.

2. In 'a Huid pressure device, a cylinder and a piston axially movable with respect to the cylinder, said cylinder and piston having coo erating ports on their peripherles for esta lishing communication-between the cylinder chamber and an external point, said ports being so arranged that-a definite Amovenient of the piston withinthe cylinder serves to interrupt this communication.

3. In a' fluid pressure device, a cylinder and a piston axially movable with respect to the cylinder, said cylinder having a port ou its periphery and the piston having a passageway communicating with thecylinder chamber and 'the periphery of the piston, whereby upon movement of the piston to a proper position in the cylinder, the port openings may be interrupted, and means whereby the cooperative relationship betweenthe ports in the cylinder and piston may be lvaried to provide for any selected degree of movement of the piston in the cylinder.

"4. In a fluid .pressure device, a cylinder, a piston axially and rotatably movable with respect to the cylinder,lsaidfeylinder having a port in its periphery, and the piston havlng a port communicating with the cylinder' chamber, one of said ports forming a vslanting groove on the periphery, said groove cooperating with the other port, and meansfor rotating the piston, whereby the extent of axial movement of the pistonl is controlled by the extent of the rotational movement.

5. In a fluid pressure device, a cylinder, a piston'- axially and rotatably movable -with respect to the cylinder, said cylinder and piston having cooperating ports in their peripheries, the piston port communicating with the cylinder chamber, Vand one of the ports comprising slantingperipheral grooves, said grooves being separated by a dist-ance substantially great enough ,so that the cooperating port may Vbe dis osed between them without having appreciable com- 'munication with either, and means for ro'- \tating the piston in the cylinder.

6. In a'iluid pressure brake system Vfor a vehicle, a brake cylinder for operating the brakes, a fluid pressure cylinder for supplying fluid under pressure to said brake cylinder, a piston axially movable with respect to the fluid pressure cylinder, means for applying a force to the piston so as to move 1t axially vof the fluid pressure cylinder, said AHuid pressure cylinder having a port on its peripheryX in communication with the 'brake cylinder, the piston having a passageway communicating with the Huid pressure cylinder chamber and the periphery of the piston, whereby upon movement of the pisten to a proper position in the fluid pressure cylinder, the port openings may be interrupted., and means whereby the cooperative relationship between the ports in the fluid pressure cylinder 'and the piston" may be varied to provide for any selected. de-

grec of movement of the pressure cylinder.

7. In a fluid .a vehicle, a br piston in the fluid brake system for e cylinder" for operating the piston port communicating with the fluid pressure cylinder chamber, one of the ports comprising a slanting peripheral groove, said groove cooperating Vwit-h the other port, and means for rotating the piston, whereby the extent of axial movement of the piston is controlled by the extent of the rotational movement.

8. In a fluid pressureY brakepsystem for a vehicle, a brake cylinder for operating the brakesya fluid pressure cylinder for supplying fluid under pressure to said brake cylinder, a piston rotatably and axially movable with respect to the fluid pressure cylinder, means for applying aforce to the iston so as toi move it coaxially of the flriiid pressure cylinder in either direction, said uid pressure cylinder and piston having cooperating ports in their periphery, the cylinder port-communicating with the brake cylinder, andthe piston'port communicating with the fluid pressure cylinder chamber, and one of the ports comprising slanting peripheral grooves, said grooves being separated by la distance substantiallyL great enough so that the. other port may be disposed between them without havingrappreciable communication with either, and means for rotating the piston in the fluid pressure cylinder.

9. In a. fluid pressure brake systemlfor a vehicle driven bj; an internal combustion engine having an intake manifold, a vacuum cylinder adapted to be connected to the intake manifold, a piston in said cylinder, means urging the piston in the direction opposed tothat occasioned by the coriection of the cylinder to the intake manifold, a fluid' pressure cylinder for producing pressure in a liquid, a piston for the fluid pressure cylinder-operated by the vacuum cylinder iston, and a brake cylinder utilizing the luid pressure produced in the fluid pressure cylinder. 10. In a fiuid pressure brake system for a vehicle, a brake cylinder for operating the brakes, a fluid pressure cylinder ,for supplying fluid under pressure to said brake cylinder, agpistonaxially movable with respect to the fluid pressure cylinder, means for aplplying a force to the piston so as to move it axiallyY of the fluid pressure cylinder, said fluid pressure: cylinder and pistonv having ports on their peripheries, the cylinder port being in communication with the brake cylmeavea inder, the piston port communicating with the fluid pressureY cylinder chamber, and with the peripheryY of the piston, whereby upon movement ofthe piston to a proper position in the fluid pressure cylinder, the port openings may be interrupted, and Va brake pedal for varying thev cooperative relationship between the'ports in the fluid pres- -sure cylinder and thepiston, whereby any selected degree of movement of the piston in the fluid pressure cylinder may be provided. 11. In a fluid pressure brake system for a vehicle, a brake cylinder for operating the brakes, a fluid pressure cylinder for supplying fluid under pressure to said brake cylinderagpiston rotatably and axially movable with Yrespect to the fluid pressure cylinder,

' means' for applying a force to the piston so as to move 1t axially of 'the fluid pressure cylinder, said fluid pressure cylinder and piston having cooperating ports in their peripheries, the cylinder port being in communication with the brake cylinder, and the piston port communicating with the fluid pressure cylinder chamber, one of said ports comprising a slanting peripheral groove,

said groove Acooperating with the other port, l

and a brake pedal YYfor rotating the piston in the cylinder, whereby `the extent. of axial movement of the piston is controlledby the extent of the rotational movement.

12. In a fluid pressure brake system for a vehicle, a brake cylinder for operating the brakes, a fluid pressure cylinder'for supplying fluid under pressure to said brake cylinlder, arpistonrotatably and axially movable with respect to the fluid pressure cylinder, means for applying aforce' to the piston so as to move itra'xially of the fluid pressure cylinder in either direction, said fluid pressure cylinder and piston having ports in their peripheries, the cylinder port communicating with the brake cylinder, and the piston port communicatingwith the fluid pressure cylinder chamber, and one of' the ports comprising slanting peripheral grooves, said grooves being separated by a distance substantially great enough so that the other port may be disposed between them without having appreciable communication with either, and a brake pedal for rotating the piston in the fluid pressure cylinder.

13. In a `fluid pressure brake system for a vehicle, a brake cylinder for operating the brakes, a Huid pressure cylinder for supply-` ing fluid under pressure to said brake cylinder, a piston axially movable with respect to the fluid pressure cylinder, means for appl'yin a force to the piston so as to move it in eit er direction axially ofthe fluid pres"- sure cylinder, said fluid ressure cylinder and piston having ports on their peripheries,

the cylinder port being in-communication with the brake cylinder, the piston port `communicating with the fluid, pressure ,:gy'luclsar chamber, and with theperiphery of the piston, whereby upon movement of the piston to a proper position in the fluid pressure cylinder, the port openings may be interrupted, a common means for'manually controlling tlie direction of the force applied to move the piston axially, and for varying the cooperative relationship between the ports in the fluid pressure cylinder and the piston, whereby any selected degree of movement of the piston in thel fluid pressure cylinder may be provided.

14. In a fluid pressure brake system for a vehicle, a brake cylinder for operating the brakes, a fluid pressure. cylinder for supplying fluid under pressure to said brake cylinder, a piston rotatably and Y axiallyl movable with respect to the fluid pressure cylinder, means for applying a force to the piston in either direction so as to move it axially of the fluid pressurecylinder, said fluid pressure cylinder and piston having cooperating ports in their peripheries, the cylinder port being in communication with the brake cylinder, and the piston port communicating with the fluid pressure cylinder chamber, one of said ports comprising) a slanting peripheral groove, said groove .cooperating with the other port, and a common means for controlling the direction of the force applied to move the piston axially, and for rotating the piston in the cylinder, whereby the extent and direction of axial movement of the piston is con-` trolled.

15. Ina fluid pressure brake system for a' vehicle, a brake cylinder-for operating the brakes, a fluid pressure cylinder for supplying fluid under pressure to said brake cylinder, a piston rotatably and axially movable with respect to the fluid pressure cylinder, means :Eor'applying a force to the piston in either direction so as to move it axially of the fluid pressure cylinder, said fluid pressure cylinder and piston having ports in their peripheries, the cylinder port communicating with the brake cylinder, and the piston port communicatingl with the fluid pressure cylinder chamber, and one of the portscomprising slanting peri heral grooves, said grooves being separated) by a distance substantiallygreat enough so that the other port may be disposed between them without having appreciable communication with either, and a common means for controlling the direction of the force applied to move the piston axially, and fory rotating the piston in the cylinder, wherebythe extent and directionof axial movement of the istonis controlled; A i 16. A ui pressure cylinder having a piston and cooperating ports on the piston and cylinder peripheries, said ports adapted to determine by the interruption of communication between them the extent of axial movement ofthe piston relative to the cylinder, characterized by the fact thatjthese ports are of such configuration that the point where communication is .interrupted depends upon the relative angular positions of the ports. v

17 A fluid pressure cylinder having a piston and cooperating ports on the piston and cylinder peripherles, said ports adapted, to determine bythe interruption of communication between them the extent of axial, movement of the piston relative to the cylinder, characterized by the fact that one of these ports comprises a slanting groove, so that the point where communication is interrupted is a function of the relative angular positions of the ports'.

18. In a fluid pressure brake for vehicles, fluid pressure actuated means for applying the brake, means for supplying fluid under pressure to said means, power operated means for placing said fluid under pressure,

a lever and means connected to said lever for controlling saidl power operated means and the flow of fluid under' pressure to said first named means.

19. Ina fluid pressure brake for vehicles,l

uid pressure actuated means for applying the brake, means for supplying fluid under pressure to said means, power operated means for placing said fluid under pressure, a lever and means connected to the lever for controlling the flow of fluid 11nder pressure to said first named means, said controlling means .operating to permit the flow of an amount of fiuid to the said first named means predetermined by the position of said lever. y

20. In a fluid pressure brake `for vehicles, fluid pressure actuated means for operating the brake, means for creating a fluid pressure for supplying said means, means for driving said fluid pressure creating means,

our hands. Y

JAMES W. SU'MNER.

ALDEN RAYBURN. 

